Method op and aepabattts pob coolhtgt engines



Jan. 27, 1931. c. R. FouTz METHOD OF AND APPARATUS FOR COOLING ENGINES Filed July 16, 1928 Il` nl', 1.11/11/ I l l I. Il l ATTORNEY.

Patented Jan. 27, 19.31

UNITED STATES CLINTON B. FO'UTZ, 0F BALTIMORE,

minion or um arraiwrus son cooLnic :aromas Application mea July 16, 192s. serial No. 292,991'.

This invention'is 'directed to a method of and means for utilizing and governing the cooling medium of a cooling system for internal combustion engines. Y

In cooling systems of this type as at present constructed the cooling medium, usually water, is circulated between an air-cooled container, as the conventional radiator, and the engine walls or other parts to be cooled. Durin this circulation, heat is extracted from t e parts to be cooled by the cooling medium and such hea-t dissipated by the transfer of its heat and consequent reduction of the temperature of the cooling medium in the tradiator. Such systems are generally,

if not invariably, provided with an atmospheric vent through which the system is freely open at all times to the free admission of air and to the free escape of any vapor generated ,20 by the cooling medium in its heated condition.

Cooling systems of this accepted type labor under well recognized and material disadvantages. Primarily, the inherent quality of the cooling medium for maximum heat extraction in the initial operation of the engine; the comparatively slight heat dissipation during the circulation of the medium; thefailure of such mediumgto dissipate the extracted heat in accordance with the heat so degree of the parts being cooled; and the circulation of the cooling medium in a highly heated condition during the operation of the engine with a consequent failure of such medium to eectively reach the hottest part to be cooled. l

As a result of these disadvantages, an appreciable period is required .to warm up the engine to an effective workin temperature for the reason that the circu ating cooling medium, being at this time at the minimum temperature and maximum density, rapidly extracts the heat developed in the operation of the engine and hence compels the engine to heat the cooling medium to a very appre ciable degree before being permitted to re- `tain that heat necessary to bring the engine to an eicient working temperature. The other disadvantages tend to an ineffective' maintenance of a proper working temperature for the engine during operation, for

there is absolutely no relation between the heat dissipation of the cooling medium and ,the temperature` of the engine parts to rovide that proportional heat dissipation w 'ch will maintain the engine at the proper working temperature under all operating conditions, and furthermore the circulation of the cooling medium in a substantially highly heated condition during the operation of the engine tends to the formation of this highly heated coolin medium into more or less vaporous condition, at least `in part, through the mechanical operation of the impeller blades of the pump, with the result that within the water jacket ofthe engine and at the point of highest heat therein there is a collection of vaporous or gaseous particles incident to the vaporization of the cooling medium, the comparatively low specific heat of which t precludes even that degree of heat extraction possible with the cooling medium in liquid form. Thus, the cooling medium is circulated, under these conditions, partly `as'a vapor and partly as a liquid, with the vapor naturally at the hottest parts of the engine. Therefore, the hottest parts of the engine are subjected to the leastcooling eiect, andas the proportion of vapor gradually increases, thereds a more pronounced breaking down" of the water column between the radiator and pump with a consequent reduction in the amount of water circulated until finally there' is substantially no circulation of the water by the pump, in which event the water in the cylinder jackets is quickly converted into vapor and the vented system is then of little value for cooling purposes.

The present invention is directed to a method of cooling involving primarily two stages, in one of which, referred to as the aerated stage, the cooling medium is charged with an excess volume of air to provide an air and water emulsion to reduce the specific heat of the cooling medium as an entirety; and in the other of which, known as the deaerated stage, the air is detrained from the cooling medium with the result of changing the essential characteristic of the cooling medium with the effect of materially'raising its boiling point without, however, interfering with its normal vaporization point.

In connection with the aerated stage, the invention further consists in a method of automatically providing an air and Water emulsion, circulating such emulsion in contact with the parts to be cooled to thereby reduce the heat extraction in a given length of time as compared with the heat extraction capacity of the normal cooling medium; roviding for the collection of the air entramed by the system as well as the natural a1r content of the Huid in a confined area on' the surface of the cooling medium to utilize the pressure of such air in its heated condition to prevent initial vaporization of the cooling medium, and nall` to detrain and automatically expel the air rom thesystem to thereby change the physical state of the cooling medium to raise the ebullition or boiling point of such medium without interfering with its vapori'zation point.

In connection with the deaerated stage, the invention also consists in a method of aiecting the circulation of the heating medium under the pressure of its own saturated vapor to thereby govern the rate of heat dissipation in direct accordance with the temi perature of the parts to be cooled.

A further method of the invention in connection with the deaerated stage is to control the pressure head of the cooling medium, that is, the pressure of the saturated vapor, b a suction torce proportioned tothe circulation and thereby directly controlled by the engine speed, whereby the circulatory flow of the cooling medium is affected by a variable pressure head.

To illustrate the application of and means for carrying out the method of the improved invention, reference may be had to the accompanying drawings, wherein:

Figure 1 represents, in elevation and partly 4in section, a construction of the conventional cooling system apparatus modied in accordance with the present invention.

Figure 2 is a broken sectional view of a modification.

1n this illustration, 1 indicates the en 'ne water jacket, 2 the upper water mani old, 3 the radiator, 4 the` condenser, 5 the condensate tube leading from the lower tank of the condenser through a non-return valve 6 to the Venturi suction device 7 arranged in the lower connection 8 leading from the radiator to a driven pump 9, with the latter having the usual connection 10 with the water jacket. 14 indicates the vapor chamber above the surface of the cooling medium in the radiator which, in the form shown, has arestricted or controllable communication with the lower tank 17 of thecondenser. A pipe or outlet 21 has open communication with the vapor `chamber 14 and leads therefrom through an adjustable outlet valve 11 having Assuming that the radiator 3 has been filled to a desired level above the combustion chamber, as to the line W as may be indicated by the gauge, the filler cap 23 is secured in .place to seal the inlet against air admission or vapor escape. When the engine is started, the pump 9 induces circulation which, as the cooling medium iiows through the Venturi tube 7, establishes at the nozzle of the condensate tube 5 a diierential pressure or dynamic suction which is at all times greater 'than at any other point in the cooling system.

The suction thus created is transmitted through the non-return valve 6 and condensate tube 5 to the lower tank 17 and condenser land through the restricted o ening between said tank and the vapor cham er 14, with the eect to draw the air originally contained in said vapor chamber at the starting of the engine to and mix the same with the water or cooling medium. rlhis air is cavitated by the impeller blades of the pump forming an intimate emulsion of water and air, the specific heat of which emulsion is lower than that of the water. As the engine continues to run and heats up, it is apparent that, owing to the increased temperature of the circulating medium, both thesoluble and emulsified air in continually increasing quantity, is separ ted from the water and tends to collect in the vapor chamber.

The safety valve 11, which is a' temperature control valve so far as its adjustment is concerned, may be set for relief at, say, 220 F. and at this temperature will permit the detrained air and a small amount of vapor to esca e through the vent' 12. e p to the expulsion of air, the system is actlng under its aerated stage and in this stage has a very material and important advantage in connection with the operation of the engme. As the air and water emulsion has a less specific heat than that of the water alone, it is apparent that during the operation of the system under this aerated stage, a given volume of the heat absorptive capacity of the air and water emulsion will extract less heat from the cylinder walls in a given time than would the same volume of water alone. Thatv atA -aproper working temperature in a very maand to this extent, by preventing heat,d.SS-..

pation incident to the formation of suehvapor, tends to further reduce the Warming up period of the engine.

Following the expulsion'of the air, the system is then in what is known as the deaerated stage, during the functioning of which, as the temperature of the circulating Water increases, the vapor in the vapor chamber will correspondingly increase. l

As a prelude to the operation of the system in this deaerated stage, it is to be understood that the term vaporization as used herein is to be defined as the passage of a liquid into a gaseous' state, that the term evaporation as used herein is to be defined as the slow production of vapor at the free surface of the liquid, and that the term boiling or ebullition as used herein is to be defined as the rapid production of vapor in the mass of the liquid.

It is further assumed, as a result of numerous experiments, that as the result of the deaeration of the Water at constant pressure and high temperature, a physical state of that fluid is produced which is different fro-m the fluid under normal atmospheric conditions. This ma be briefly stated that by the removal o the soluble air gases, the molecular cohesion between the Water particles is increased With the effect to prevent ebullition or boiling exceptat a temperature materially above that of the liquid under normal atmospheric conditions. It'is to be particularly noted here that, While this change in the physical state of the fiuid due to deaeration materially raises the boiling point of that fluid, it does not, however, interfere with the vaporization point of thefluid other than to increase such rate in proportion to the increased temperature.

As the system continues to operate in a `deaerated stage, it will be apparent that in the vaporization of the Water incident to the heat extracted from the Walls of the cylinder vapor collects in the vapor chamber 14, the amount of saturated vapor given off. by the water being dependent upon the temperature of the latter. This saturated vapor condensed by the cooling influence of the con-l denser 4 is drawn as a liquid through the condensate tube 5. If the condenser is ineffective for any reason, the condensatetube.

circulatory path of the Water by reason of the suction 1n the Venturi tube 7 It is apparent that the dynamic suction effect of the Venturi tube varies with the speed of the engine and it is through this control that the present system presents a balanced operation. That is to say, as more heat is rejected to and absorbed by the water with increased engine speed, a greater dynamic suction is applied to the condenser, increasing the heat dissipation. 'The enforced zcondensation thus created prevents the steam pressure on the surface of the liquid from increasing by reducing the saturated vapor In order to maintain a heat dissipation balanced With relation to and maintained in proportion with the speed of the engine, it isi apparent that the system must automatically takecare of the return of the condensate to the circulating medium, that is, the WithdraWal of saturated vapors from the surface of the cooling medium in substantial vproportion to the generation of such vapors or in the absence of a complete balance of this condensation and vapor pressure, utilize the latter to indirectly affect the circulatory speed of the cooling-medium and increase the vapor entering the condenser to thereby vary the heat extraction. In the present system this balance is maintained, and as the variables involved in the balancing are direct products of the engine speed, it is apparent that by the system, the speed of the engine is practically the automatic controlling factor in the heat dissipation. Therefore, it is possible with the proper regulales of the engine is utilized as a means for automatically controlling the heat dissipation in accordance with that speed and if the fixed details of the system are arranged to provide for this heat dissipation beyond a certain desired temperature of the engine and the heat dissipation is automatically controlled in accordance with all variations beyond this predetermined heat, the ideal operating conditions are maintained Without regard to engine speed.

For an understanding'of this automatic .I

regulation, several factors must be borne in mind. In the first place, the vaporization of the cooling medium is roportional to the temperature of that me lum, and exposition of new free surface by turbulent low of the discharge into the radiator, naturally increasing with the heat of the medium. The suction at the Venturi tube is dependent upon engine speeds, increasing rapidly with the increased speed of the engine. The presence or absence of vapor pressure in the vapor chamber 14 indirectly eii'ects rapidity of circulation of the cooling medium.

As the vapor increases in the vapor chamber incident to increased heat of the cooling medium resulting from an increased spec of the engine, the suction at the Venturi tube naturally increases and a greater quantity of condensate is returned to the cooling medium. If'the action of the Venturi tube bal# ances the vaporiation, the circulation of the cooling medium is incident to the operation of the pump and if this balance 1s maintained there is of course a substantially constant heat condition of the cylinder walls. If, on the other hand, the increased engine speed tends to an increase in the temperature of the cooling medium and a consequent vaor generation in excess of that which can be taken care of by the suction of the Ven# turi tube, the vapor generation in the chamber 14 increases with the effect to build up a pressure on the surface of the cooling medium with the result of indirectly accelerating the flow of the circulating medium to the pump on its suction side to decrease the liability of cavitation and, therefore, assist in maintaining the volume of circulation. This of course results 1n increased heat eXtractlon from the cylinder walls, increased dissipation of that heat by increased vaporization, and a consequent compensation for the otherwise increased heat of the engine and maintains the engine at the predetermined Working temperature. However, if the dynamic suction of the Venturi tube is sufficient to produce a sub-atmospheric condition in the vapor chamber, it is apparent that there is a suction at the iluid surface with the effect of correspondingly decreasing the circulatory rate, retarding the heat extracted from the cylinder walls and heat dissipation and `avoiding reducing the heat 'of the cylinder walls below that predetermined operating temperature desired.

It will thus be apparent that the circulatory rate or fluid flow of the cooling medium is iniiuenced by the variable pressure head above its surface and that this pressure head is controlled by a variable suction which is created by the rate of low or velocity of the cooling medium below its surface.

The system, therefore, in the partlculars so far described, provides for a heat dissipation which may be regulated to meet full or llght load conditions of the engine and in its regulation maintain approximately the same efcient engine temperature, thereby permit#- ting the engine to operate under all load conditlons at its most eiiicient working temperature. e

-It is of course to be understood that the present systemiis closed against the admission of air, and while air is freely ,ejected past the safety valve, which also relieves pressure conditions of the steam at the temperature for which the valve is set, air cannot reand ejected exactly as in the initial opera-5 tion. As such casually admitted air incident to mechanical defects is not considered as in any way effecting the cooling medium in the manner in which said medium would be ef ected if open vto the atmospheric conditions under the present type of vented systems, it will be understood that the present system is one in which admission of air is precluded, '1r

that is, the system so far as its functioning and operation is concerned closed against the admission of air.

It will be appreciated that under certain conditions of operation there will be a subin? atmospheric condition in the vapor chamber 14. For example, such a sub-atmospheric condition will exist when a considerable cooling of the circulating medium has occurred through the standin of the engine for a considerable period wlth the engine stopped following initial deaeration of the system. If, under these conditions, the engine is started, there Will be a sub-'atmospheric condition on the surface of the cooling medium with the effect to cause the coolving medium to boil at the point of contact with the cylinder walls by the heat of the engine,that the reduction of pressure, now necessary to form gas bubbles within the mass. This condition of sub-atmospheric boiling tends to the creation of an infinite number of vapor bubbles next the surface of the heating cylinder Walls which tend, by reason of their character, to constitute in a measure a heat insulating medium between the cylinder wall and the liquid. l The heat insulation of course is due to the less specic heat of the vapor than of the water and this lowering of the specific heat tends to a less heat extraction from the cylinder walls. Furthermore, at this time there is an appreciable suction on the surface of the cooling medium which, as previously explained, tends to a retardation of the circulatory rate of flow.

is completely isa dium.to raise the boiling point of such Ine-v dium until finally the system is balanced as previously described, the sub-atmospheric condition is corrected, vaporization to an extreme de ree at the cylinder Walls is immediately checked and ceases, and the s stem -again acts in a normal balanced con ition,

dissipating the heat in accordance with the generation of that heat and maintaining theengine at the normal operating temperaure.

The system has the further inherent advantage of providing for the maintenance of the4 cylinder walls at practically an temperature up to the limit developed y the heat of the fuel charge under combustion with the effect of avoiding heat loss by conduction through the cylinder walls and thereby utilizlng a vmaterially increased number of heat units in work in the cylinder. To provide for maintaining anl increased heat condition in the cylinder as compared with the heat condition of the cylinder under the conventional coolin systems', the circulation of the cooling meium of the present system must be retarded and this may be readily accomplished by the provision of a valve 25 adjacent the radiator outlet, as indicated in Figure 2 of the drawings.

Under this retarded circulatory ow, the cooling medium in its initial circulation, remaining longer in contact with the cylinder Walls and absorbing that proportion of the heat passing through them, results in a rapid heating of the cooling medium and in effect extreme vaporization of such medium throughout the wetted area of the combustion chamber, walls and circulated parts. This vapor collects in the vapor chamber 14, exerting a continually increasing pressure on the surface of the coolin medium with the natural effect of preventing a boiling of such cooling medium at the surface. This increased pressure in the vapor chamber is not withdrawn therefrom in proportion to its creation through the Venturi suction, forv this volume has now been reduced due to the' rate of reduction in the circulatory flow of the medium by the valve 25. The cooling medium will thus be rapidly heated to a high degree, and as its temperature approaches 'that of the internal temperature of the cylinder, the cooling medium will extract correspondingly less heat from the cylinder walls' until at the desired condition a comparatively small amount of the interior heat ofthe cylinder will be conducted through the walls to the cooling. medium. That is to say, the temperature of the' cooling medium will nearly 'ap roach that of the internal heat of the cylin er, so that said internal heat-can be conserved for work within the cylinder in stead of being transferred to and dissipated by the cooling medium as in the conventional system. Naturally a condition of this character raises the temperature of the cooling medium very materially above that of its boiling point, even consldering such boiling point 1n excess of its normal boiling point due to the molecular change in the cooling medium of the present s lstem incident to its deareated condition. owever, as the' temperature of the cooling medium is raised, the

pressure in the vapor chamber 14 correspondingl increases, and following the natural law t is increase of ressure-on the surface of the cooling me ium prevents any tendency to boiling.

A proportional quantity of the saturated vapor in the vapor :chamber will be returned to the cooling medium for condensation through the suction created in the Venturi tube 7, but even under these conditions, the pressure in the va or chamber, being continually augmente by the vapor eneration at the cylinder walls and hot wette surfaces, will be found to be materially in excess of that necessary to prevent a boilin condition of the cooling medium at the sur ace. This provides an excess vapor pressure which should be relieved in order to prevent too greata head on the surface of the cooling medium. This excess vapor pressure may be readily utilized as'auxiliary power, and in Figure 2 there is illustrated a pipe connection with the vapor space 14 leading through a governor 26 and beyond the governor to a prime mover 27 with the exhaustv from the latter returning through a pipe 28 to the condenser 4.

Under these circumstances, the condenser should be provided With means whereby its communication with the va or space may be governed or entirely cut o at will, such for' example as illustrated at 29 in Fig. 2. The governor 26 is designed to permit the passage therebeyond of the saturated vapor pressure or steam in excess of the pressure required to balance the boiling condition of the cooling medium, and this excess pressure is utilized to operate the prime mover 27 for the development of power for any purpose. Therefore, the excess vapor utilized for Work or may be used or external heating instead of being dissipated to the atmosphere through an ordinary relief valve.

The system, therefore, through simple manual controls, may be used to maintain an effective working temperature of the engine at any practical degree within the limits of the heat generated by the combus- -tion charge, with the larger number of heat units retained in the charge for work, through the possibilityY of the dissipation through the cylinder. walls of but a small as compared with'the ordinary combustionchar e, for being initiated and maintained" "at a igher degree of heat,.naturally the effectiveness of this heat degree will remainv within the cylinder a greaterlengtho time and therefore be effective for a greater ratio of expansion throughout a longer stroke before reaching the 'normal heat' equalization with-the heat' generated at the surface to be.

at which it loses its power.

The improved system, then, operates in aV cycle closed against the admission of air.,

The heat dissipationof the cooling medium is so controlled as to be 1n exact accordance cooled, the dissipation increasing as thisv heat increases and decreasing as the .heat decreases; this rate of heat. dissipation being directly controlled through the speed of v theengine. The system is entirely automatic and being closed a ainst the admission of` air, causes substantially'no loss of cooling medium, whether such cooling medium contain as a constituent part the usual volatile .l

anti-freeze materials or not.

This application is a continuation inpart of my application filed November 19, 1923 Serial No. 675,633, and my application led July 10, 1924, Serial No. 725,146.

What is claimed to be new is: 1. A'method of providing a cooling system for internal combustion engines, consisting in circulating a cooling medium in a.

system permanently closed against the admission of air, and varying the specific heat of the medium from av predetermined minimum to a predetermined maximum as the engine: heat is increasing from substantially atmospheric temperature to the normal operating temperature of the engine.

2. A method of providing acooling system for internal combustion engines, consisting in circulating a 4cooling medium ina system permanently closedV against the ad- ,mission of air, maintaining said medium in an aerated condition during the initial operation of the engine, and thereafter circulating said medium in a deaerated condition for heat dissipation of excess engine heat.

3. A method of providing a cooling'system vfor internal combustion engines, consisting in circulating a cooling medium in a 'system permanently closed against the admission of air, providing for the collection of vapor incident to the heating of the medium, condensing said vapor for return to the cooling varying the suction medium, and .controlling the rate of condensation b the speed of the engine.

4. A metiiod of providing a' cooling system for internalcombustion engines, consisting in circulating a coolin medium in a system permanently close against the admis- -sion of air, condensing the vapor of such lcooling medium, delivering the condensate the admission of air, and providing for a mass flow of such medium to such mechanical Y circulating means-dependent upon a variable pressure head above its surface with the pressure head controlled by variable suction created by the velocityof the fluid below its surface. A Y

6. The herein-described method of providing a cooling system for internal combustion engines, consisting in mechanically circulating a cooling'medium in a system permanent-v ly closed against the admission of air, with the rate of mass flow of said medium to suchmechamcal circulating means dependent f upon a pressurev head of a saturated vapor above its surface, with such pressure head varied by a suction created by the 'velocity of ilow below its surface. Y

7. A method of providing a cooling system torfinternal combustion engines, consist-ing in mechanically circulating a cooling medium in asystem permanently closed against the admission of air, utilizing the vapor 4of the medium as a pressure head on the surface of `the medium, relieving the pressure of such head n accordance with the engine speed, and increasing the mass flow of the cooling medium to the mechanical circulating means Athrough such unrelieved pressure head.

8. A'method of providing a cooling system l for internal combustion engines, consisting A in mechanically circulating a cooling medium in a system permanently closed against the admission of air, and providing for the condensation of the vapor of'such cooling medium and the return of the condensate to the cooling medium at a rate controlled by the circulation` of the medium, the negative or positive pressure of said vapor as resulting rom the .rate ofcondensation. correspondingly affecting the mass flow of the cooling medium to the mechanical circulating means. 9. A method of providing a cooling system for internal combustion engines, consisting in mechanically circulating a cooling medium in a system perinanently closed against the admission of air, subjecting the vapor of the cooling medium-to condensation and suction with the degree of suction controlled by the tion being suflicient under a low rate of vapoi-ization to exert a negative influence on'the mass iow ofvcooling medium in the direction of its circulation, whereby to retard such mass How to permit an increased heat absorption of the cooling medium in a given time.

10. A method of providing a cooling sys-y tem for internal combustion engines, consisting in circulating a cooling medium in a system permanently closed against the admission'of air, collecting the vapors of the medium on the surface thereof, subjecting such vapors to a suction generated by and in proportion to the rate of circulation of the cooling medium, condensing the vapors while under suction, and varying the heat dissipation incident to the conversion into vapor in accordance with the rate of circulation of the cooling medium.

11. A method of providing a cooling system for internal combustion engines, consisting in circulating a deaerated cooling medium in a system permanently closed against the admission of air,'mechanically controlling the circulation, and utilizing the excess vapor pressure generated by the cooling medium under retarded circulation as a surface pressure on the medium.

12. A method of providing a cooling system for internal combustion engines, consisting in circulating a deaerated cooling medium in a system permanently closed against the admission of air, mechanically controlling the circulation, and utilizing the excess vapor pressuregenerated by the cooling lnediumunder retarded circulation as a surface pressure on the medium, the excess vapor pressure providing in part an independent power source.

13. An apparatus for use as a cooling system for internal combustion engines, including a Water reservoir, circulating pipes communicating With said reservoir, means for causing v a water circulation through said pipes and reservoir and into contact with the surfaces to be cooled, a condenser for condensing the vapor generated in the heating of the cooling medium, and means for re-vr turning the condensed vapor to the system under the power generated bythe circulation of the cooling medium, said system as an entirety being permanently closed against'the admission of air.

14. A cooling system for internal combustion engines including a water reservoir, circulating pipes leading to and from ,the surface. to be cooled'and in communication with the reservoir, means for compelling a circulation of the cooling medium between the reservoir and surface to be cooled, means for collecting and condensing the vaporgenerated. in they heating of the cooling medium, and a Venturi tube arranged in the path of the circulating cooling medium and into which the condensed vapor is delivered, said system being permanently closed against the admission ot external air.

15. A cooling system for internal combustion engines including a radiator, cylinder jacket, pipes leadingfrom the upper and lower ends of the radiator to the cylinder jacket to provide ai; circulating s stem', a pump in said system, a Venturi tu in the pipe leading from the bottom of the radiai tor, a condenser communicating with the space in the radiator above the' level of the cooling medium, a pipe leading from the condenser and opening into the Venturi tube at t e point of restricted area therein, and a valve arranged between the radiator and Venturi tubeto control the rate of circulation.

16. A method of providing a cooling system for internal combustion engines, consistin in circulating a coolin medium in a s sb tem permanently closed against the admission of air, condensing the vapor of 4such cooling medium, delivering the condensate to the circulating medium through the suction of such mediuin under circulation, and varying the suction-by the speed of the enclne. D 17. That method of providing a cooling system for internal combustion engines consisting in maintaining a circulation permanently closed against air admission, supplying a cooling medium consisting of a mixture of fluids having relatively different specific heats, and automatically varying the relative proportions of said i'luids in the cooling medium in accordance With the variation in temperature of the engine parts to be cooled to thereby change the specific heat of the mixture. y

18. That method of roviding a'cooling system for internal com ustion engines consisting in maintaining a circulation permanently closed againstair admission, supplying a cooling medium consisting ot' a mixture 110 of fluids having relatively different specific heats and specific gravities,and varying the specific heat of the mixture proportionally in accordance with the variation in temperature .of the engine parts to he cooled by' changing 115 the relative proportions of the fluids forming such mixture'.

19. That method of cooling the cylinders and adjacent parts of an internal combustion engine which consists in providing the circulation of a cooling medium consisting of a -mixture of a plurality of fluids having different speciic heats in a system closed to the admission of air, maintaining theV mixture during the .circulation of the cooling medium 153 While the parts to be cooled remain below a predetermined temperature, and permanentlyv discarding from the system the fluid of least specific heat when the circulating medium exceeds such predetermined temperature lol" 20. That method :of roviding a cooling system for internal com ustlon engines con- '.f slsting in crculatinga cooling medium cons1st1n of a mlxture of water and 'excess airl to re uce the heat. absorptive pro ertles of` the mixture in -a system closed to t e admission of air, maintaining the mixture toa predetermined heat de ree thereof, and there after permanently iscarding from the sys- A tem the excess air from the mixture in p roportion to the increasing heat of the engine parts to be cooled'. f

21. That method of opeting'gthd system of an internal combustion engine hav'-` ing a system closed against the admission of air wlnch consists of circulating a mixture of water and excess air, .maintainin' the mixture until the heat degree thereof incident to the heat absorbed from the engine parts tends,

to a vaporization of the water, and thereafter utilizing the pressure of said vapor to displace the excess air of the mixture to :thereby increase the specific heat-of the cooling medium. v

22. That method of operating the cooling system of an internal combustion engine consisting in circulating up of a mixture o two iluids in a system closed Aagainst the admission of air, one of lower speciiic heat than the other, maintaining the mixture as a cooling medium up toa degree of heat of the mixture tending to pro- -zduce vaporization of one of the fluids, andv vthereafter discarding the fluid of least speci lic heat from the mixture to thereby increase the specific heat of the cooling medium.

23. That method of operating the cooling system of an internal combustion engine having a system closed against the admission of air which consists of circulating acooling medium made up of a. mixture of two lluids', one of lower specific heat than the other,

L .maintaining-the mixture as a cooling medium a cooling medium made tion bein in i nportionto the vapor generation o the ui of greater specilic heat.

25. The method of coolin in a system permanently closed to admission water and lexcess air, maintaining such mixture until the heat degree thereof due to coml bustion heat absorption tends to vaporize the water ofA the mixture, then utilizing the vapor to increase the specific heat of said 26. A cooling system for internal combusan internal comv .bustion engine having a orced circulationkineticenergy from the condensation of said- 'lio of air consisting of circulating a mixture of tion engines including a circulatoryV system permanently closed against the admission of air, means whereby the air initially in the systemi's'circulated with the cooling fluid as an air-and water emulsion, and means by vwhich said air on reaching a predetermined pressure is expelled.,from the system to thereafter maintain the cooling medium in la deaerated condition. 27'. A. cooling system for internal combustidn engines including a circulating system having a reservoir and power circulating means, the normal level of the cooling luid in the reservoir providing a vapor chamber above such iuid for the collection of air and vapor, a condenser in communication with such chamber and with the circulatin system beyond the reservoir, the circulatlon of the cooling medium beyond the reservoir withdrawing the condensate of such condenser for mixture. with the cooling medium in accordance with the speed of circulation of the latter. v A lln testimony whereof I aiiix my signature.

CLINTON R'. FOUTZ.

up to a degree'of heat of the mixture tending to produce vaporization of one of the fluids,

` and thereafter utilizing the pressure ofthe Vapor generated from the fluid of greater specific heat to separate from the cooling medium the fiuid of less specific heat.

24.. That method of operating the coolingv system of an internal combustion engine consisting in circulating in a system closed against the admission of air a cooling medium made up of a mlxture oftwo iiuids, one

of lower -specific heat than thelother, maintaining the mixturev as a cooling medium up to a degree of heat of the mixture tending to produce vaporization ofone of the fluids,

and thereafter utilizing the pressure of the vapo generated from the fluid of greater -Y specific heat to separate from the cooling medium the fluid of less specific heat, the separa- 

